Draw-bridge joint



(No Model.) I 3 Sheets-Sheet 1.

G. W. MERSHON.

DRAW BRIDGE JOINT. I

No. 323,711. Patented Aug; 4. 1885.

aes'fl I 17712617107.-

George w 77 2621972 077/, 2{rWM/ 5y Clii'ys.

N. PETERS. Pnnwumo n n-r, Waminghm. n. c

(No Model.) 3 Sheets-Sheet 2. G. W. MERSHON. DRAW BRIDGE JOINT.

Patented Aug. 4, 1885.

Jnvenzan- Georya lu marsfion,

Ava/u;

' UNITE STATES ATENT Brice.

GEORGE WV. MERSHON, OF NEWARK, NEW JERSEY.

DRAW-BRIDGE JOINT.

SPECIFICATION forming part of Letters Patent No. 323,711, dated August, 4,1885.

Application filed April 23, 1884. Renewed April 29, 1: 8;). (No model.)

.To ail whontizi may concern:

Be it known that I, GEORGE W. MnRsHoN, a citizen of the United States, residing at Newark, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Draw-Bridge Joints; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same, reference beinghad to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification.

The object of this invention is to provide a device for joining the abutting ends of the draw and ground or fixed rails on railwaybridges at the draw-joint when the draw is closed, and also to prevent the rails at said joint from being displacedby passing trains.

The best method of carrying out my invention known to me, together withthe advantages resulting therefrom, will be described hereinafter.

The invention consists in the arrangement, construction, and operation of each and all of the various parts of my device, substantially as illustrated in the drawings, and described below, and finally embodied in the clauses of the claim.

In the drawings, in which similar letters of reference indicate like parts in each of the several figures, said drawings embracing two sheets, Figure 1 is a plan of a portion of the draw ot'a railway-bridge and the fixed portion of the track adjacent thereto. Fig. 2 is a longitudinal section taken through line 00 of Fig. 1. Fig. 3 is an enlarged detail view, partly in section,of the point of joining of the draw and fixed portion of the bridge, showing the manner of joining the rails at said joint. Fig. 4 is a transverse section of the draw-rail and side plates. Fig. 5 is an end elevation, partly in Section, of Fig. 3. Fig. 6 is'a plan of the recessed plate; and Fig. 7 an end elevation of Fig. 6, looking in the direction of the arrow. Fig. 8 is a sectional view, similar to Fig. 7, showing a different form of rail-sleeve.

As now constructed it is very common for the abutting rails of the draw and fixed portion of the bridge, more particularly the drawrails, to become broken or displaced by the jar of the passing trains. To prevent the lippping or displacement of the rails, even though they may be broken, I arrange on each side thereof, and extending about onehalf their length, plates or rail-sleeves a b,one of which, a, the outermost, bearing against the head of the rail or laying close thereto, and of about the same height, as shown in Fig. 4, the inner, plates, b, being of less height than the rail to permit the passing of the flange on the car-wheels, both plates bearing against the foot of the rail. As the width of the head of the rail is much less than that of the foot, the top of the outer plate, a, is formed with alip or flange, a, so that it bears against the head of the rail, as illustrated in Fig. 4, in which the said flange is formed integrally with the body of the plate a. In Fig. 8 the plate a is formed in two parts or separate angleirons riveted together, one, a, being secured to the rail-bed against the foot of the rail, the other, o being riveted to the angle-iron a, and, projecting over the top thereof, bears against the head of the rail, as shown in Fig. 8. This latter construction is considered preferable, because of its greater strength and cheapness of production. The flange or the projecting end of the angle-iron a not only serves to engage with the head of the drawrail, but also prevents the rail from being lifted out between the foot-plates by any violent effort, because of the foot of the rail striking the under side of the flange.

By this arrangement the foot of the rail is held between the plates a and b, and the head thereof between the flange of the passing carwheel and the top of the plate a, as dotted in Fig. 4, or angle-iron (L as shown in Fig. 8.

As shown in the drawings, the draw-rails c are adapted to be raised and lowered by the cam d bearing against the under side of the foot of the rail,said can1.one under each rail and connected by the rod dbeing operated from the bridge-house or from any suitable location, either by hand or steam power. The rails c extend over the draw-joint and rest in the recessed plates 6 on the fixed part of the bridge. The raising of the rails by the cams lifts them clear of the recesses and permits the turning of the draw. The recess in the plate c extends the entire length thereof,upon the bottom of which the rails c and 9 rest, said plate also having the inclined planes e,begining at the edge of the recess and sloping away and downward, upon which the draw-rails 0 slide as the draw is closing, coming from either direction, and drop automatically into the said recess. On the other portion of the plate 6 is formed the lugs or projections f on each side of the fixed rail 9, the inner sides of which, 9, next to the rail are tapering or inclined, forming a wedgeshaped opening therein, as illustrated in Figs. 3 and 6.

Moving between the inclined sides of the lugs f and the web of the rail on each side thereof, and between the head and foot of the same, is the sliding fork or shoe 7:, the inner surfaces of which, next to the web of the rail, are straight and parallel therewith. The outer surfaces are inclined at about the same angle as the surfaces The object of this construction is to wedge the fork firmly in place when it is moved forward in order to cover the rail-joints, as shown in Fig. 3.

The sliding forks or shoes h move longitudinally on the foot of the rails, the binding portion h thereof being connected under the foot, substantially as shown in Fig. 5, and operated by the cranks i, secured upon the shaft j, the pivoted rods in serving to connect the cranks and forks.

If deemed desirable, the part h of the fork may be divided longitudinally, and the anglepieces m, Fig. 5, cast integral with each part thereof and bolted together under the foot of the rail, as will be understood.

The mechanism shown and described for moving the forks is but one form that may be used, and may be operated by hand, steam,or other suitable power placed, as desirable, according to the general construction and location of the bridge. I may also attach a weighted lever to the shaft j or fork mechanism, so arranged as to cause the fork to automatically cover and uncover the rail-joint, said weighted lever and shaft j being operated from the draw-house, the connection at the drawjoint being made in any of the well-known methods now employed. The fork or shoe being projected from the ground or immovable portion of the bridge and engaging with the draw-rail, insures a firm support to the rail, as will be understood.

The devices above described are applicable to any draw-bridge joint, or lifting, turning, or pivot bascule or rolling draw-bridges adapted for railway purposes where it is necessary to secure a firm and safe joint.

If desirable to have a certain amount of give on the fixed side of the bridge, I may arrange a rubber bed, 0, under the plates 0, and countersunk in the timbers of the bridge.

Having thus described my invention, what I claim as new, is

1. In combination, the draw-rail 0, plate a, arranged on one side of said rail and of about the same height, and the plate I), arranged on the opposite side of and of less height than said draw-rail, for the purpose set forth.

2. The combination, with the draw-rails c and plates at 1), arranged on each side thereof, of the fixed rails g and an adjustable sliding device adapted to cover the joint between said draw-rail and fixed rail, for the purposes set forth.

3. The combination, with the rails c, of the plates having a recess therein, inclined planes 0, and lugs or projections f, the inner surfaces of which are inclined, substantially as and for the purposes set forth.

4. A plate, 6, having a recess therein, inclined planes 0', and lugs f, the inner surfaces of which are inclined, forming awedge-shaped opening therein, for the purposes set forth.

5. In combination, the rails c and g, a plate having a tapering or wedge-shaped opening therein, and a sliding shoe or fork arranged and operating substantially as and for the purposes set forth.

6. In combination, the rails c and g, a plate having a recess therein, and inclined planes 6, sloping downward fromsaid recess, said plate being provided with lugs f, the inner sides of which are inclined, forming a wedge shaped opening therebetween, the sliding shoe moving in said wedge-shaped opening, and mechanism, substantially as set forth, for operating said shoe for the purposes set forth.

7. In combination, the rails cand g, sleeves a Z), recessed plate 0, having inclined planes 6, lugs f, sliding shoe, rod is, crank i, shaft j, all arranged and operating as and for the pur poses set forth.

8. The combination, with the draw-rail c and the fixed rail 9, of a plate having lugs with an opening therebetwecn adapted to re ceive the fixed rail, the inner sides of said lugs next to the rail being inclined toward the web of said rail, as set forth, and a sliding fork moving between the inclined sides of the lugs and the web of the fixed rail, the sides of said fork next to the inclined sides of the lugs being similarly inclined, said fork being adapted to be projected from the fixed portion of the bridge and cover the joint between the fixed and draw rails, for the purpose set forth.

9. The combination, with the draw-rails of a bridge, of plates or angle-irons b, of less height than said rails and arranged on one side thereof, and plate a, comprising the plates or angle-irons aa arranged on the other side of said rails, one of said plates being secured against the foot of the rail, and the other of said plates, to", riveted to the plate a, and projecting over the top thereof, and bearing against the head of the rails, substantially as and for the purposes set forth.

10. The combination,with the draw-rails of a bridge, movably secured thereon, of plates or angle-irons I), of less height than said rails and arranged on one side thereof, plate or angle-iron (0, comprising plates a a arranged on the other side of said rails, one of said IIO plates, a, being secured against the foot of In testimony that I claim the foregoing I the rail, and the other of said plates, a rivhave hereunto set my hand this 26th day of 10 eted t0 the plate a, and projecting over the March, 1884.

top thereof and bearing against the head of 1 the rail, and mechanism, substantially as de- GEORGE MERSHON scribed, for lifting the said draw-rails, all \Vitnesses:

said parts being arranged and operating sub- OLIVER DRAKE,

stantially as and for the purposes set forth. I F. F. CAMPBELL. 

